JPS60132151A - Crank balance construction of v-type engine - Google Patents

Crank balance construction of v-type engine

Info

Publication number
JPS60132151A
JPS60132151A JP23943883A JP23943883A JPS60132151A JP S60132151 A JPS60132151 A JP S60132151A JP 23943883 A JP23943883 A JP 23943883A JP 23943883 A JP23943883 A JP 23943883A JP S60132151 A JPS60132151 A JP S60132151A
Authority
JP
Japan
Prior art keywords
crank
axis
cylinder
angle
type engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
JP23943883A
Other languages
Japanese (ja)
Other versions
JPH0148423B2 (en
Inventor
Yasuo Shimizu
康男 清水
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Suzuki Motor Corp
Original Assignee
Suzuki Motor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Suzuki Motor Corp filed Critical Suzuki Motor Corp
Priority to JP23943883A priority Critical patent/JPS60132151A/en
Publication of JPS60132151A publication Critical patent/JPS60132151A/en
Publication of JPH0148423B2 publication Critical patent/JPH0148423B2/ja
Granted legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/22—Compensation of inertia forces
    • F16F15/24—Compensation of inertia forces of crankshaft systems by particular disposition of cranks, pistons, or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Shafts, Cranks, Connecting Bars, And Related Bearings (AREA)
  • Transmission Devices (AREA)

Abstract

PURPOSE:To cancel the component of the vertical direction of the secondary term of the inertia force by a method wherein the addition of the difference of phase angle phi of the first crank pin and the second crank pin, and the angle alpha between two connecting rods, namely alpha+phi is made pi/2. CONSTITUTION:When the included angle of cylinders 8, 9 is made alpha to prevent the vibration in the vertical direction due to the inertia force according to the reciprocating motion of pistons 6, 7, crank pins 4, 5 are arranged in a crank shaft 1 so as the difference of phase angle phi of crank pins 4, 5 for the center shaft of the crank shaft 1 satisfies the formula.

Description

【発明の詳細な説明】 ａ、産業上の利用分野 自動二輪車の振動の中で特に不快感を与える振動は垂直
方向の振動である。DETAILED DESCRIPTION OF THE INVENTION a. Field of Industrial Application Among the vibrations of motorcycles, vibrations that cause particular discomfort are vertical vibrations.

本発明はＶ型エンジンの上記鉛直方向振動を減殺する構
造に関する。The present invention relates to a structure for reducing the vertical vibration of a V-type engine.

エンジン振動の発生原因の一つに、ピストンクランクの
往復運動に伴う慣性力がある。該慣性力の回転２次成分
を減殺するために、シリンダ挾み角とクランクビン位相
角に一定の関係を与えた■型エンジンの構造が提案され
る。One of the causes of engine vibration is the inertial force associated with the reciprocating motion of the piston crank. In order to reduce the rotational second-order component of the inertial force, a type 2 engine structure is proposed in which the cylinder angle and the crankshaft phase angle have a certain relationship.

ｂ、従来技術 ■型に配設した一組の気筒についてクランクビンを共通
にしたときの、ピストン等の往復運動をする質量による
慣性力の一次の項は、シリンダ挟角βをπ／２にするこ
とにより消去できることが知られている。b. Prior art When a set of cylinders arranged in the type ■ have a common crankbin, the first-order term of the inertial force due to the reciprocating mass of the piston, etc., is calculated by setting the cylinder included angle β to π/2. It is known that it can be erased by

またシリンダ挟角αがπ／２以下の場合に、各気筒に対
するクランクピンの位相角βを（π−２α）とすること
により、慣性力の一次の項を消去することができること
も知られている。　゛本発明は、慣性力の一次の項を消
去する従来技術と異なり、慣性力の二次の項を消去する
技術に関する。It is also known that when the cylinder included angle α is π/2 or less, the first-order term of inertia force can be eliminated by setting the phase angle β of the crank pin for each cylinder to (π-2α). There is. The present invention relates to a technique that eliminates the second-order term of the inertial force, unlike the prior art that eliminates the first-order term of the inertial force.

Ｃ０発明の目的 従来技術による挟角Ｖ型エンジンにおいては、慣性力の
一次の項のみを問題としていたので、二次の項による振
動の発生は避けることができなかった。この二次の項に
よる振動は水平方向と鉛直方向の両方向に発生ずる。こ
の両振動の中で運転者の体感上特に問題になるのは鉛直
方向の成分である。本発明は、上記鉛直方向の振動を防
止するために、慣性力の二次の項の鉛直方向の成分を一
組の気筒の組について相殺することができるＶ型エンジ
ンの構造を提供することを目的とする。C0 Object of the Invention In the conventional closed-angle V-type engine, only the first-order term of inertia force was considered, so the occurrence of vibration due to the second-order term was unavoidable. Vibrations due to this second-order term occur in both the horizontal and vertical directions. Of these vibrations, the vertical component is particularly problematic for the driver's experience. The present invention aims to provide a V-type engine structure in which the vertical component of the quadratic term of the inertial force can be canceled out for one set of cylinders in order to prevent the above-mentioned vertical vibration. purpose.

ｄ０発明の構成 第１図は本発明に係る■型エンジンの好ましい実施例の
クランク軸方向から見た概念的一部所面側面図、第２図
はその一部断面正面図、第３図はクランクシャフトの回
転軸に垂直な面への第１図の射影の概念図である。d0 Structure of the Invention FIG. 1 is a conceptual partial side view of a preferred embodiment of the ■-type engine according to the present invention as seen from the crankshaft direction, FIG. 2 is a partially sectional front view thereof, and FIG. 3 is a partial cross-sectional front view thereof. FIG. 2 is a conceptual diagram of the projection of FIG. 1 onto a plane perpendicular to the rotation axis of the crankshaft.

第１図、第２図のエンジンは、共通のクランクシャフト
１にコンロッド２．３がクランクピン４゜５を介して連
結され、該コンロッド２．３の小端にそれぞれ接続され
たピストン６．７は、それぞれ鉛直軸に対して対称的に
傾斜したシリンダ８゜９内で往復運動をする。In the engine shown in FIGS. 1 and 2, a connecting rod 2.3 is connected to a common crankshaft 1 via a crank pin 4.5, and pistons 6.7 are connected to the small ends of the connecting rod 2.3, respectively. each reciprocate within a cylinder 8°9 inclined symmetrically with respect to the vertical axis.

ピストン６．７の往復運動に伴う慣性力に起因する垂直
方向の振動を防止するために、該シリンダ８．９の挟角
をαとするときクランクシャフト１の中心軸に対するク
ランクピン４，５の位相角差φ（第３図参照）が第１式
を満たすように、クランクピン４．５がクランクシャフ
ト１に配設される。In order to prevent vertical vibrations caused by inertia due to the reciprocating motion of the piston 6.7, the angle between the crank pins 4 and 5 relative to the central axis of the crankshaft 1 is The crank pin 4.5 is arranged on the crankshaft 1 so that the phase angle difference φ (see FIG. 3) satisfies the first equation.

α＋φ−π／２−−−−−−−−一・−一・−−−−−
−−−−−−−一−−−−・−−＝（１１００作用 次に本発明に係る■型エンジンのシリンダ８゜９および
クランクピン４，５の配置によって鉛直方向の慣性力の
二次の項の効果が減殺される理由を説明する。α+φ−π/2−−−−−−−−1・−1・−−−−−
−−−−−−−1−−−−・−−=(1100 action) Next, by the arrangement of the cylinder 8°9 and the crank pins 4 and 5 of the ■ type engine according to the present invention, the secondary inertia force in the vertical direction is Explain the reason why the effect of the term is reduced.

クランクシャフト１の回転軸を２軸、Ｙ軸に垂直な面へ
のシリンダ８．９の中心軸の射影をａ軸。The axis of rotation of the crankshaft 1 is the two axes, and the a-axis is the projection of the central axis of the cylinder 8.9 onto a plane perpendicular to the Y-axis.

ｂ軸とし、またａ軸とｂ軸の二等分線をｙ軸とする。The b-axis is assumed to be the b-axis, and the bisector of the a-axis and the b-axis is the y-axis.

往復運動に伴う慣性力のシリンダ中心軸方向の成分Ｆは
、シリンダ中心軸方向に対するクランクピンの位相角を
θとするとき、一般的に（２）式で近似できることが知
られている。It is known that the component F of the inertial force accompanying the reciprocating motion in the direction of the cylinder center axis can generally be approximated by equation (2), where θ is the phase angle of the crank pin with respect to the direction of the cylinder center axis.

Ｆ＝ｍｒω’　（ｃｏｓ　Ｏ＋（１／λ）ｃｏｓ２θ）
　−−−−−（２）ここにおいてｍは往復運動をする質
量の等価質量、ｒはクランクピンの回転半径、ωはクラ
ンクシャフトの角速度、１／λは定数である。F=mrω' (cos O+(1/λ)cos2θ)
------- (2) Here, m is the equivalent mass of the reciprocating mass, r is the radius of rotation of the crank pin, ω is the angular velocity of the crankshaft, and 1/λ is a constant.

本発明の■型エンジンにおいて、Ｙ軸に対するクランク
ピン４の位相角をωｔとすると、ａ軸に対するクランク
ピン４の位相角θａと、ｂ軸に対するクランクピン５の
位相角θｂはそれぞれ（３）。In the type II engine of the present invention, if the phase angle of the crank pin 4 with respect to the Y-axis is ωt, the phase angle θa of the crank pin 4 with respect to the a-axis and the phase angle θb of the crank pin 5 with respect to the b-axis are (3).

（４）式で表わされる（第３図参照）。It is expressed by equation (4) (see Figure 3).

θａ＝ωｔ＋α／２−・−−−−−−−−−−−−−−
−−−（３１θｂ−ωｔ−α／２−φ−・・−−一−−
−−−−−−・−（４）したがってピストン６の往復運
動に伴うａ軸方向の慣性力の二次の項Ｆａと、ピストン
７の往復運動に伴うｂ軸方向の慣性力の二次の項Ｆｂは
それぞれ［５１，＋６１式で与えられる。θa=ωt+α/2−・−−−−−−−−−−−−−
---(31θb-ωt-α/2-φ-...--1--
−−−−−・−(4) Therefore, the second-order term Fa of the inertial force in the a-axis direction accompanying the reciprocating motion of the piston 6, and the second-order term Fa of the inertial force in the b-axis direction accompanying the reciprocating motion of the piston 7. The term Fb is given by the equations [51, +61, respectively.

Ｆａ　＝　（１／λ）ｍｒω’　ｃｏｓ　θ２　（ωｔ
＋λ／２）−−−−−−（５１ Ｆｂ　＝　（１／λ）　ｍｒ　ω”　ｃｏｓ　２　（ω
ｔ　−λ／２−φ）−−−−−−−（６１ ■型エンジンの慣性力の二次の項のｙ軸方向の成分Ｆｙ
は、ＦａとＦｂのｙ軸成分の和であるので、（７）式で
与えられる。Fa = (1/λ)mrω' cos θ2 (ωt
+λ/2)−−−−−−(51 Fb = (1/λ) mr ω” cos 2 (ω
t −λ/2−φ)−−−−−−−(61 y-axis component Fy of the second-order term of the inertial force of the type engine
Since is the sum of the y-axis components of Fa and Fb, it is given by equation (7).

Ｆｙ　−Ｆａｃｏｓ　（α／２）　＋Ｆｂｃｏｓ　（α
／２）−−−−−−（７１ 本発明に係るＶ型エンジンにおいては（１１式が成立す
るので、（７）式のｐｙは次のように変形される。Fy −Facos (α/2) +Fbcos (α
/2)---(71) In the V-type engine according to the present invention, since formula (11) holds true, py in formula (7) is transformed as follows.

Ｆｙ　＝ｃｏｓ　（２ωＬ＋α　）ｃｏｓ（α／２）＋
ｃｏｓ　（２ωｔ−α−２φ）ｃｏｓ（α／２）＝ｃｏ
ｓ　（２ωを十α　）ｃｏｓ（α／２）＋ｃｏｓ　（２
ωｔ＋α−π　）ｃｏｓ　（α／２）＝　ｏ　−−−−
−−−−−−−−−−−−・−−−−−−−−（８１（
８ン式から分るように、本発明のＶ型エンジンの慣性力
の二次の項のｙ軸方向の成分はゼロとなり、また慣性力
の一次の項はバランサを使用する等の従来技術によって
ゼロとすることができるので、ピストンの往復運動に起
因する振動のｙ軸成分をゼロにすることができる。Fy = cos (2ωL+α) cos(α/2)+
cos (2ωt−α−2φ)cos(α/2)=co
s (2ω to 1α) cos (α/2) + cos (2
ωt+α−π) cos (α/2)=o −−−−
−−−−−−−−−−−−−−−−−−−−(81(
As can be seen from the equation 8, the component in the y-axis direction of the second-order term of the inertia force of the V-type engine of the present invention is zero, and the first-order term of the inertia force can be reduced by conventional techniques such as using a balancer. Since it can be made zero, the y-axis component of the vibration caused by the reciprocating motion of the piston can be made zero.

なおｙ軸を鉛直方向に選ぶとき振動の鉛直成分がゼロに
なるが、ｙ軸の方向は必ずしも鉛直方向に限られない。Note that when the y-axis is selected in the vertical direction, the vertical component of vibration becomes zero, but the direction of the y-axis is not necessarily limited to the vertical direction.

すなわち振動を抑制すべき方向にｙ軸を向けて設計する
ことにより、その方向における振動を防止することがで
きる。That is, by designing with the y-axis facing the direction in which vibration should be suppressed, vibration in that direction can be prevented.

また本発明は２気筒エンジンの実施例によって説明され
ている。しかし本発明の適用範囲はこれに限られず、Ｚ
軸方向に垂直な面への射影が第３図と同等である４気筒
、６気筒エンジンにも適用可能である。The invention is also described by way of an embodiment of a two-cylinder engine. However, the scope of application of the present invention is not limited to this, and Z
It is also applicable to 4-cylinder and 6-cylinder engines in which the projection onto a plane perpendicular to the axial direction is equivalent to that shown in FIG.

１０発明の効果 自動二輪車の運転者にとって鉛直方向の振動が特に不快
に感じられるが、本発明のエンジンは鉛直方向の振動が
少ないので快適な運転がもたらされる。10. Effects of the Invention Vertical vibrations are particularly unpleasant for motorcycle drivers, but the engine of the present invention produces less vertical vibrations and provides comfortable driving.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明に係る■型エンジンの好ましい実施例の
クランク軸方向から見た概念的一部所面側面図、第２図
はその一部断面正面図、第３図はクランクシャフトの回
転軸に垂直な面への第１図の射影の概念図である。 １・・・・・・クランクシャフト、２，３・・・・・・
コンロッド、４．５・・・・・・クランクビン、６，７
・・・・・・ピストン、８．９・・・・・・シリンダ。Fig. 1 is a conceptual partial side view of a preferred embodiment of the ■-type engine according to the present invention as seen from the crankshaft direction, Fig. 2 is a partially sectional front view thereof, and Fig. 3 is a rotation of the crankshaft. FIG. 2 is a conceptual diagram of the projection of FIG. 1 onto a plane perpendicular to the axis; 1...Crankshaft, 2,3...
Conrod, 4.5...Crankbin, 6,7
...Piston, 8.9...Cylinder.

Claims (2)

【特許請求の範囲】[Claims] （１）　シリンダ中心軸がクランク回転軸に対してＶ字
形に配設されたシリンダを有する■型エンジンにおいて
、第１のコンロッド２．第２のコンロッド３がそれぞれ
第１のクランクビン４．第２のクランクビン５を介して
クランクシャフト１に結合され、第１のコンロッド２の
小端に係設された第１のピストン６が往復運動する第１
のシリンダ８の中心軸および第２のコンロッド３の小端
に係設された第２のピストン７が往復運動する第２のシ
リンダ９の中心軸の、クランク回転軸に垂直な平面への
それぞれの射影をａ軸、ｂ軸とし、両軸がなす角αとす
るとき、第１のクランクビン４．第２のクランクビン５
の上記平面への射影がクランク回転軸に対して張る位相
角差φが、和α＋φが角度π／２である関係を有するこ
とを特徴とする■型エンジンのクランクバランス構造。(1) In a ■-type engine having a cylinder in which the cylinder center axis is arranged in a V-shape with respect to the crank rotation axis, the first connecting rod 2. The second connecting rods 3 are respectively connected to the first crankbins 4. A first piston 6 connected to the crankshaft 1 via a second crank bin 5 and suspended from the small end of the first connecting rod 2 reciprocates.
The central axis of the cylinder 8 and the central axis of the second cylinder 9 in which the second piston 7, which is attached to the small end of the second connecting rod 3, reciprocates, to a plane perpendicular to the crank rotation axis, respectively. When the projection is the a-axis and the b-axis, and the angle α between the two axes is the angle α, the first crank bin 4. second crank bin 5
2. A crank balance structure for a type engine, characterized in that a phase angle difference φ between the projection onto the above-mentioned plane and the crank rotation axis has a relationship such that the sum α+φ is an angle π/2. （２）　第１のシリンダの中心軸と第２のシリンダの中
心軸の上記平面へのそれぞれの射影ａ軸、ｂ軸の二等分
線が鉛直方向であることを特徴とする特許請求の範囲第
１項記載の■型エンジンのクランクバランス構造。(2) A claim characterized in that the bisectors of the a- and b-axes projected onto the plane of the central axis of the first cylinder and the central axis of the second cylinder are vertical. Crank balance structure of type ■ engine described in item 1.
JP23943883A 1983-12-19 1983-12-19 Crank balance construction of v-type engine Granted JPS60132151A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP23943883A JPS60132151A (en) 1983-12-19 1983-12-19 Crank balance construction of v-type engine

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP23943883A JPS60132151A (en) 1983-12-19 1983-12-19 Crank balance construction of v-type engine

Publications (2)

Publication Number Publication Date
JPS60132151A true JPS60132151A (en) 1985-07-15
JPH0148423B2 JPH0148423B2 (en) 1989-10-19

Family

ID=17044769

Family Applications (1)

Application Number Title Priority Date Filing Date
JP23943883A Granted JPS60132151A (en) 1983-12-19 1983-12-19 Crank balance construction of v-type engine

Country Status (1)

Country Link
JP (1) JPS60132151A (en)

Also Published As

Publication number Publication date
JPH0148423B2 (en) 1989-10-19

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